Posted on

Porsche dyno testing

It seems like I have been spending a lot of time testing fuels these days!  I have tested the ETS Extra Max fuel in most of the standard late model Porsches to see what sort of gains can be made just by pouring in the oxygenated race fuel.  The various Bosch ECUs respond well to the fuel and the gains have been at least 30hp at the wheels with no other changes made.  On cars that have the ability to retune and add boost then the gains that can safely be made are significantly more!  It is cheap power and great for track days…

996 Turbo DynoPorsche 996 ETS Graph

Testing on the chassis dynos has been a great way to check the tune and show the relative gains to be made from the fuel but using a ‘rolling road’ can be a bit problematic.  There are drivetrain and associated losses through the tyres, inconsistency with overheating tyre temperatures (particularly with race rubber), wheel spin and the electronic diff controls on some of the Porsche four wheel drive models just don’t get on particularly well with some dynos…

An increase in power is one thing, but what doesn’t don’t show on a dyno graph is the increased throttle response which gives that extra punch out of the corner, and sound of the engine is so much smoother!

I have been using my engine dyno to do a fair bit of comparison testing too.  It is no secret that I have never been a fan of premium 98 fuel, the lack of consistency from the pump has always scared me.  It is Ok on a car with a factory ECUs that have closed loop controls that wind back the timing when detonation is detected, but on highly strung engines that are used in competition – it is a bit like playing Russian Roulette.  Using the repeatability of the my engine dyno, I did some back to back tests comparing P98 fuel to ETS Extra Max.  The engine I used was a relatively standard air cooled 911 turbo engine.  Like most 911 turbos, it doesn’t have enough airflow over the intercooler so has high inlet air temperatures, and it has the same problem with the oil cooling, particularly after a few laps at the track on a hot QLD summer.  It is the sort of engine that is a bit scary on P98 with any reasonable amount of boost.

The graph below shows the runs from the two fuels.  Obviously the line labelled ‘Hp(1)’ is P98 and ‘Hp’ is Extra Max.  It is a pretty huge difference and the only change I made to the tune was trimming the fuel sites on the Motec M800 to make the lambda about the same.  The blue line is MAP pressure so the engine is just running on waste gate pressure for this test.
ETS vs P98 Fuel comparison low boost

The engine with a bit more boost.  Unfortunately it is running out of airflow but it does have very conservative cams and heads…

ETS ExtraMax boost

And this isn’t the worlds most exciting video but here is the engine in action…

 

 

 

 

Posted on

Simon says…

ETS Extra Max fuel has been very successful in the Australian Rally Championship in recent years.  It is an environment where engines are tested to the limits, so the consistency of the fuel counts just as much as the gains in power and throttle response.

Simon ETS helmet logo

There are no points for guessing what fuel multiple Australian Rally Champion Simon Evans is using!

 

 

Posted on

Understanding Race Fuels…

Energy, Vaporization & Combustion:

An Engine is an energy converter, from chemical energy in gasoline, to kinetic energy (movement of piston), then movement. The conversion is performed by a combustion reaction.   Combustion energy, vaporization heat, combustion speed are 3 very important and related parameters to gain performance:

1 – The combustion Energy is the energy released during the combustion of fuel per kilogram of gasoline (and not per volume). It is the energy available in the fuel. When the lambda (Air/Fuel ratio or richness) value is 1 (stoichiometry), it is called specific energy (Es). The higher it is, the more performance you will gain. You should know that generally the most energetic molecules have the lowest octane numbers (some exceptions for very high prices). You must then choose the right compromise between the minimum octane to avoid engine knocking and the highest specific energy (this rule is only valid for unleaded fuels).FuelTesting
2 – Vaporization Heat is the heat taken from the engine to vaporize the fuel (from liquid phase to gaseous phase). The higher it is, the more it will cook down the engine, and particularly at high revs and the more it improves the cylinder filling (mini turbo effect). Vaporization heat is very high for oxygenated compound.  This allows an exhaust gas temperature decrease and limits the loss of power at the end of the race.
3 – Combustion speed: A piston thermal engine is a very bad energy converter (only 30-35% efficiency). The higher the combustion speed is, the better the efficiency is, thus a gain of performance. The pressure peak on the piston is then higher.  The spark advance needs to be modified as well and in most cases it has to be retarded. Indeed, you must absolutely make sure, that the piston pressure peak appears just after the top dead center (a few V° degrees crankshaft). With a high speed of combustion fuel, if you don’t modify the spark advance (moment when the sparkplug ignite), the pressure peak will oppose on the piston’s way up, and results in a low conversion effiency.

One Fuel – One unique Mapping:

To obtain the best out of a racing fuel it is imperative to tune the engine to the fuel. Preferably by an engine tuner. This is an important step which is called engine mapping (ie 4 stroke engines with fuel injection and electronic ignition) or change the jetting, needles (carbureted engine) and spark advance.  If this step is skipped, you might not see the gain of performance from the fuel, and even damage your engine (mixture too lean if not enriched, operating temperatures too high)

Octane:

Be aware that THE OCTANE NUMBER IS NOT A VALUE OF POWER.  It is a value that will let you know how high the compression ratio you can use, it is the higher compression ratio that will give you more power.  In the case of a high compression ratio engine, like every racing engine, a racing fuel will be ESSENTIAL if you don’t want to burn your piston by detonation or knocking.
From a chemical point of view, the molecules with the highest octane numbers are in general, molecules releasing little energy during their combustion. The higher the octane number is, the less energy you will have.  Therefore, if your engine requires only octane numbers of MON 89 and RON 102, don’t waste the fuel’s energy by using a MON 94 and RON 108 fuel !!! You won’t gain any performance. Burning this higher octane fuel will release less energy than a lower octane fuel.

Oxygen:

Oxygen content will give you a more precise idea of the power you are looking for. Especially for normally aspirated and 2 stroke engines.  Oxygen in fuel is presented in the form of an oxygenated compound. The oxygen atom is present within the molecule of the chemical compound and not under the form of dissolved gas.
With oxygenated fuel, it is like enlarging your carburetor or aspirating more air into your engine. When you bring an additional source of oxygen into the engine, you need to enrich the air/fuel mixture. You will then burn more fuel and obtain extra power, including at high RPM, because of the cylinder filling improvement (mini turbo effect by cooling of the load).
Generally, all pump stations and Avgas 100LL aviation fuels do not contain oxygen except E10 and E85. For high altitude competition (where there is less oxygen) our oxygenated fuels will bring more power.  For any power craft (jet ski) or powerboat fuel, we do not recomend the use of ethanol fuels such as E10, E85 or ETS fuels dedicated to motorcycles and cars, you may experience problems such as water in the fuel tank, or injection pump & injector corrosion.

FuelTesting2

Storage:

Once a drum is opened it will keep its initial properties for about 3 Months, then it will still be useable but will start losing a few percent of its benefits.  Air is responsible for fuel oxidation, to minimize the impact after opening a drum, store the remaining fuel in a smaller drum where there will be the minimum amount of air inside.

Posted on

Queensland Race Fuel Shipping

We have negotiated better shipping prices for the 20L drums of the 100MA-3 bike fuels!

Shipping within the Brisbane area is now just $10.50!!  And the Brisbane area is really quite big.  Have a look at the photo of the areas covered and call if you are not sure.

Shipping in the regional areas such as Gympie, Tweed Heads and West out to the areas around Toowoomba are only $13.50!  Freight area

That is amazing for a overnight service considering the fuel is classified as Class3 Dangerous Goods.

Shipping to Cairns and everywhere in between is a bit more expensive for just one drum.  Basically, there is a minimum charge so one drum is around $75 and a few drums is the same price…  I am working on options to get the price down…

 

Posted on

Choosing the right racing fuel

octaneMost people believe that the octane number of a fuel will determine which is the best fuel for them, believing the higher the octane the more powerful the race fuel. The octane number is not a value of power, and therefore many people will be surprised to know that a 104 octane unleaded fuel can easily outperform a 109 or 110 octane unleaded fuel in many cases! As each engine, each racing application is different, selecting the right race fuel, is determined by a wide range of factors.

If you provide us with the information we need in this online form – HERE  then we can provide you with expert advice from the ETS chemical engineers.

Posted on

Special price on 100MA-3

yamaha 100MA3This fuel has become the bike fuel that all others are being judged!

We have plenty of stock in Brisbane and are keeping the price at $200 for the 20L drum even though there have been price increases from the competition.  Freight charges within Brisbane at $15 if you can’t pick it up.  Even more exciting, we can now send it as far north as Noosa cheaply!

More power, better throttle response and cheaper – what more can you ask for!

Posted on

Liquid Power!

I have to say that I am pretty chuffed with the ol’ twin turbo Canyonerro.  It isn’t a bad workshop hack.  It could be improved with a set of DS3000 brake pads so it stops from speed more than twice, and the 22inch wheels make what is normally a really capable 4wd, utterly useless and barely able to traverse an average sized pothole without total destruction to the rim and tyre.

Cayenne Turbo on dyno with ETS fuel

I want more power but every time I start plan on giving it a bit more boost and a tune,  I can’t help thinking that getting more than 350kms to a tank of fuel would also be nice.  It is actually becoming a bit embarrassing – the girl at the petrol station down the road thinks I am a bit keen on her because I am visiting so often!  To avoid my second visit in a week, I decided I would see what happens if I filled up with some ETS ExtraMax race fuel…

Well, I did actually know what would happen.  The Bosch Me7 engine management in these beasts might be getting a bit antiquated compared to the latest tech, but it was happy to keep winding in the spark and fuel until the dyno showed about a 30hp gain at the wheels!  To be fair, the actual horsepower number falsely showed a bit more than 42hp but there was a spike at the end of the run each time as the traction control woke up and tried to outsmart the dyno.  The airbag suspension also decided it need to take action too.  Watching the electronics try and fight the dyno was like watching 50 Shades of Grey with your mum.  Not good.  Porsches just don’t like to be tied down and abused…  I will upload the graphs soon.

One thing that is actually amazing is how much better the throttle response was on the way home.  The exit from corners was addictive!

Cayenne Turbo on dyno

Unfortunately it wasn’t all good news.  After driving it home from the dyno I realised that I am like a fat boy with cake.  I need more.  More power in this case, but more cake in my life would be good too.